JP6719107B2 - Flying body - Google Patents

Description

The present disclosure relates to an aircraft including a plurality of rotor units.

Patent Document 1 discloses an aircraft including a plurality of rotor units each having a propeller. This type of air vehicle is called a multicopter or drone.

Patent Document 2 discloses an aircraft including one rotor unit having a propeller and a buoyant body filled with helium gas. In the flying body of this document, a buoyancy body formed in a donut shape is arranged so as to surround one rotor unit.

JP, 2011-046355, A JP, 04-022386, A

In the air vehicle of Patent Document 1, a plurality of rotor units are exposed. In addition, since the flying body of Patent Document 2 flies with one rotor unit having a large propeller, the legs that support the weight of the rotor unit at the time of landing and the fins for controlling the flight direction are buoyant bodies. Protruding to the outside. Therefore, if these flying objects come into contact with an object during flight, the rotor unit, fins, etc. necessary for flying may be damaged, and as a result, stable flight may not be continued.

The present disclosure has been made in view of the above points, and is to continue stable flight of an aircraft even if the aircraft contacts a person or an object during flight.

The aircraft according to the present disclosure includes a plurality of rotor units each having a propeller and a motor that drives the propeller, and lateral sides of the plurality of rotor units over the height in the vertical direction of the plurality of rotor units. And a plurality of flaps that are provided on the downstream side of the plurality of rotor units and that rotate on a rotating shaft that extends in a direction that intersects the flow direction of the airflow generated by the corresponding rotor units.

According to the flying object of the present disclosure, stable flying of the flying object can be continued even when the flying object comes into contact with an object during flight.

FIG. 1 is a perspective view of an aircraft according to the first embodiment viewed from diagonally below. FIG. 2 is a plan view of the aircraft of the first embodiment. FIG. 3 is a cross-sectional view of the aircraft showing a III-III cross section in FIG. 2. FIG. 4 is a cross-sectional view of the aircraft showing a IV-IV cross section in FIG. 2. FIG. 5 is a plan view of the balloon according to the first embodiment. FIG. 6 is a cross-sectional view of the balloon showing a VI-VI cross section in FIG. 5. FIG. 7 is a perspective view showing the internal structure of the ventilation hole of the aircraft of the first embodiment. FIG. 8A is a schematic view showing an example of a cross section of the air vent of the aircraft according to the first embodiment as seen from the central axis of the aircraft. FIG. 8B is a schematic diagram showing another example of a cross section of the air vent of the aircraft according to the first embodiment as seen from the central axis of the aircraft. FIG. 9 is a block diagram showing the configuration of the flying object of the first embodiment. FIG. 10A is a diagram for explaining a state of the flight vehicle of the first embodiment when flight control related to a straight forward motion in the horizontal direction is performed. FIG. 10B is a diagram for explaining a state of the flight vehicle when the flight control according to the linear motion to the right in the horizontal direction is performed in the flight vehicle of the first embodiment. FIG. 10C is a diagram for describing a state of the flying body when the flight control according to the linear operation to the diagonal right front in the horizontal direction is performed in the flying body of the first embodiment. FIG. 11A is a diagram for describing a state of the flying body when the flight control according to the rotation operation of rotating leftward in the horizontal direction is performed in the flying body of the first embodiment. FIG. 11B is a diagram for explaining a state of the flight vehicle when the flight control according to the rotation operation of rotating rightward in the horizontal direction is performed in the flight vehicle of the first embodiment. FIG. 12 is a diagram for explaining a state of the flight vehicle according to the first modification of the first embodiment when flight control relating to a straight forward motion in the horizontal direction is performed. FIG. 13 is a diagram for explaining a state of the flying body according to the first modification of the first embodiment when flight control is performed for a rotating operation of rotating leftward in the horizontal direction along the horizontal direction. Is. FIG. 14 is a schematic diagram showing an example of a cross section of the air holes of the aircraft according to the second modification of the first embodiment as seen from the central axis of the aircraft. FIG. 15 is a cross-sectional view of the aircraft of the second embodiment corresponding to FIG. FIG. 16 is a cross-sectional view of the aircraft of the third embodiment corresponding to FIG. FIG. 17 is a cross-sectional view corresponding to FIG. 6 of the balloon included in the flying object of the fourth embodiment. FIG. 18 is a plan view of a balloon included in the flying object of the fifth embodiment. FIG. 19 is a plan view of the flying object of the sixth embodiment. FIG. 20 is a cross-sectional view of the aircraft showing the XX-XX cross section in FIG. 19. FIG. 21 is a plan view of an aircraft according to another embodiment. FIG. 22 is a plan view of an aircraft according to another embodiment. FIG. 23 is a diagram showing a configuration of a balloon sheet.

Hereinafter, embodiments will be described in detail with reference to the drawings as appropriate. However, more detailed description than necessary may be omitted. For example, detailed description of well-known matters and duplicate description of substantially the same configuration may be omitted. This is for avoiding unnecessary redundancy in the following description and for facilitating understanding by those skilled in the art.

It should be noted that the inventors have provided the accompanying drawings and the following description in order for those skilled in the art to fully understand the present disclosure, and are not intended to limit the subject matter described in the claims by these. Absent.

<<Embodiment 1>>
[Schematic configuration of the aircraft]
The aircraft 10 of the first embodiment will be described.

FIG. 1 is a perspective view of an aircraft according to the first embodiment viewed from diagonally below. FIG. 2 is a plan view of the aircraft of the first embodiment. FIG. 3 is a cross-sectional view of the aircraft showing a III-III cross section in FIG. 2. FIG. 4 is a cross-sectional view of the aircraft showing a IV-IV cross section in FIG. 2.

As shown in FIGS. 1 and 2, the flying body 10 of the present embodiment includes one balloon 20 as a cushioning body and four rotor units 30. Further, as shown in FIGS. 3 and 4, the aircraft 10 is provided with a controller 41, a battery 42, a projector 43, and a camera 44 as on-board devices. Further, the flying body 10 is provided with a light emitting body 46.

[balloon]
Next, the balloon 20 will be described.

FIG. 5 is a plan view of the balloon according to the first embodiment. FIG. 6 is a cross-sectional view of the balloon showing a VI-VI cross section in FIG. 5.

As shown in FIGS. 3, 4 and 6, the balloon 20 is made of a flexible sheet-shaped material (for example, vinyl chloride) and has a gas space 21 which is a closed space surrounded by the sheet-shaped material. .. 3, 4, and 6, the cross section of the sheet-shaped material forming the balloon 20 is indicated by a thick line. The sheet-shaped material forming the outer side surface of the balloon 20 is semitransparent white that transmits light. The gas space 21 formed of a sheet-shaped material is filled with a gas such as helium gas for generating buoyancy. As the gas with which the gas space 21 is filled, a gas having a density lower than that of air may be used.

As shown in FIG. 5, the balloon 20 is formed in a shape having rotational symmetry with a straight line extending in the vertical direction as an axis of symmetry. This axis of symmetry becomes the central axis P of the balloon 20. The shape of the balloon 20 shown in FIG. 5 has 90° rotational symmetry. That is, every time the balloon 20 rotates about the central axis P by 90°, the balloon 20 has the same shape as before the rotation.

As shown in FIG. 6, the balloon 20 has a flat shape in the vertical direction. The balloon 20 has a streamlined shape when viewed from the side. The height of the balloon 20 gradually decreases from the central portion of the balloon 20 toward the peripheral portion. Specifically, the shape of the cross section of the balloon 20 passing through the central axis P of the balloon 20 shown in FIG. 6 is an elliptical shape in which the major axis is horizontal and the minor axis is vertical. That is, the shape of the cross section of the balloon 20 is substantially vertically symmetrical. The sectional shape of the balloon 20 does not have to be a strict focus ellipse, and may be any shape that can be recognized as an ellipse at first glance.

The balloon 20 is formed with the same number of vent holes 22 as the rotor units 30 (four in the present embodiment). As shown in FIG. 6, each vent hole 22 is a passage having a substantially circular cross section, and penetrates the balloon 20 in the vertical direction. The central axis Q of each vent hole 22 is substantially parallel to the central axis P of the balloon 20.

Further, as shown in FIG. 6, the central axis Q of each vent hole 22 is arranged closer to the peripheral edge of the balloon 20 than the intermediate position between the central axis P of the balloon 20 and the peripheral edge. Specifically, the distance S from the central axis P of the balloon 20 to the central axis Q of the ventilation hole 22 is longer than half the distance R from the central axis P of the balloon 20 to the peripheral edge of the balloon 20 (S>R/ 2). In this way, the rotor unit 30 is arranged in a portion near the peripheral edge of the balloon 20. The rotor units 30 are arranged in this manner in order to secure a sufficient space between the rotor units 30 and to stabilize the flight of the air vehicle 10.

The vent hole 22 has the smallest cross-sectional area (the area of the cross section orthogonal to the central axis Q) in the central portion in the vertical direction. The ventilation hole 22 has a shape in which the cross-sectional area gradually increases from the vertical center to the upper end, and the cross-sectional area gradually increases from the vertical center to the lower end. That is, the shape of the vent hole 22 is a column shape in which the central portion in the height direction is constricted. Further, as described above, the balloon 20 has a shape in which the height gradually decreases from the central portion of the balloon 20 toward the peripheral portion. Therefore, the height h of each vent hole 22 near the peripheral portion of the balloon 20 is lower than the height H near the center portion of the balloon 20.

As shown in FIG. 5, the four ventilation holes 22 are arranged at 90° intervals around the central axis P of the balloon 20. That is, the four ventilation holes 22 are arranged at positions surrounding the central axis P as a predetermined reference point of the flight vehicle 10 when the flight vehicle 10 is viewed from above. Further, the distance from the central axis P of the balloon 20 to the central axis Q of each vent hole 22 is constant. That is, the central axis Q of each vent hole 22 is substantially orthogonal to one pitch circle PC centered on the central axis P of the balloon 20.

As shown in FIG. 5, the peripheral edge of the balloon 20 in a top view is constituted by the same number of the vent holes 22 (four in the present embodiment) of reference curve portions 23 and small curvature radius portions 24. On the peripheral edge of the balloon 20 in a top view, the reference curve portions 23 and the small curvature radius portions 24 are alternately arranged. One small curvature radius portion 24 is arranged outside each ventilation hole 22 (that is, on the opposite side of the central axis P of the balloon 20). The reference curve portion 23 is arranged between two adjacent small curvature radius portions 24.

The reference curve portion 23 and the small curvature radius portion 24 are both formed in a curved curved shape. The midpoint of the length direction (circumferential direction) of each small curvature radius portion 24 is defined by a straight line L orthogonal to both the central axis Q of the vent hole 22 and the central axis P of the balloon 20 that are closest to the small curvature radius portion 24. Located on top.

The radius of curvature of the small radius of curvature portion 24 is smaller than the radius of curvature of the reference curve portion 23. However, the radius of curvature of the reference curve portion 23 does not have to be constant over the entire length of the reference curve portion 23. Further, the radius of curvature of the small radius of curvature portion 24 does not need to be constant over the entire length of the small radius of curvature portion 24. When the curvature radii of the reference curve portion 23 and the small curvature radius portion 24 are not constant, the maximum value of the curvature radius of the small curvature radius portion 24 may be smaller than the minimum value of the curvature radius of the reference curve portion 23.

As shown in FIG. 6, the balloon 20 includes a tubular connecting member 25. The connecting member 25 is made of a transparent sheet-shaped material, and is formed in a cylindrical shape (or a circular tube shape) in which the diameters of the upper end portion and the lower end portion are slightly enlarged. The connecting member 25 is arranged such that its central axis substantially coincides with the central axis P of the balloon 20. Inside the balloon 20, the connecting member 25 has an upper end joined to the upper portion of the balloon 20 and a lower end joined to the lower portion of the balloon 20.

The cylindrical connecting member 25 has its upper end surface closed and its lower end surface opened. Therefore, the internal space of the connecting member 25 communicates with the external space of the balloon 20. Air exists in the internal space of the connecting member 25, and the pressure of this internal space is substantially equal to the atmospheric pressure.

As described above, the balloon 20 is formed in a shape having rotational symmetry with the central axis P extending in the vertical direction as the axis of symmetry. The gas such as helium filled in the gas space 21 of the balloon 20 is evenly present in the entire gas space 21. Therefore, the operating point of buoyancy (buoyancy center) obtained by the gas with which the balloon 20 is filled is substantially located on the central axis P of the balloon 20.

The inner volume of the balloon 20 (that is, the volume of the gas space 21) is set such that the magnitude of the buoyancy obtained by the gas with which the balloon 20 is filled is slightly smaller than the total weight of the flying body 10. Therefore, when the rotor unit 30 stops in the sky, the flying body 10 slowly descends.

[Rotor unit]
Next, the rotor unit 30 will be described.

As shown in FIGS. 2 and 3, the rotor unit 30 includes one frame 31, one propeller 32, and one motor 33.

The frame 31 includes a ring-shaped portion and a spoke-shaped portion extending from the center toward the ring-shaped portion. The motor 33 is attached to the center of the frame 31. The propeller 32 is attached to the output shaft of the motor 33. The rotation axis of the output shaft of the motor 33 (that is, the rotation axis of the propeller 32) substantially coincides with the central axis of the frame 31. Although the propeller 32 is composed of one propeller, it may be composed of two propellers (counter-rotating propellers) that rotate in opposite directions on the same rotating shaft.

One rotor unit 30 is arranged in each ventilation hole 22. Therefore, the plurality of rotor units 30 are arranged at positions that surround the central axis P of the flying body 10 when the flying body 10 is viewed from above. The rotor unit 30 is installed so that the rotation axis of the propeller 32 is substantially vertical. The axis of rotation of the propeller 32 substantially coincides with the central axis Q of the ventilation hole 22. The rotor unit 30 is arranged at the center of the ventilation hole 22 in the vertical direction. That is, as shown in FIG. 3, the rotor unit 30 is arranged so as to overlap with the vertical center plane M of the balloon 20. The center plane M is a plane located at the center of the balloon 20 in the vertical direction and orthogonal to the central axis P of the balloon 20. The outer diameter of the frame 31 of the rotor unit 30 is substantially equal to the inner diameter of the vent hole 22 at the central portion in the vertical direction.

The rotor unit 30 is arranged inside the vent hole 22 so that the entire height of the rotor unit 30 is accommodated. That is, in each of the plurality of rotor units 30, the balloon 20 covers the lateral sides of the rotor unit 30 over the height in the vertical direction. The up-down direction is the up-down direction in a horizontal posture in which the flying body 10 is not tilted. That is, the vertical direction is substantially parallel to the rotation axis direction of the rotor unit 30.

It is more preferable that the ventilation hole 22 has a height equal to or larger than the diameter of the rotor unit 30 in each of the vertical direction from the center position of the rotor unit 30 in the vertical direction. As a result, the rotor unit 30 is impacted or the rotor unit 30 fails, so that the rotation axis of the propeller 32 of the rotor unit 30 is rotated 90 degrees with respect to the aircraft 10. Even in this case, the rotor unit 30 can be prevented from jumping out of the ventilation hole 22. Therefore, the balloon 20 can cover the side of the rotor unit 30 to the extent that the rotor unit 30 is less likely to contact an object.

[Flaps and baffles]
Next, the flap 34 and the current plate 35 will be described with reference to FIGS.

FIG. 7 is a perspective view showing the internal structure of the ventilation hole of the aircraft of the first embodiment. In FIG. 7, the left front side of the paper surface indicates the inside of the aircraft 10 (the central axis P side), and the right back side of the paper surface indicates the outside of the aircraft 10.

As shown in FIGS. 2, 3 and 7, the air vehicle 10 includes a movable flap 34 and a current plate 35 in the vent hole 22 in addition to the rotor unit 30. That is, a plurality of movable flaps 34 and rectifying plates 35 are provided corresponding to each of the plurality (four in the present embodiment) of rotor units 30. Since the configurations of the plurality of flaps 34 are the same as each other and the configurations of the plurality of flow straightening plates 35 are the same as each other, the flap 34 and the flow straightening plate 35 provided in one vent hole 22 will be described below.

The flap 34 is arranged at the lower end of the vent hole 22 and is provided on the downstream side of one rotor unit 30. The flap 34 is in a state of not rotating and in a top view of the flying vehicle 10, a straight line PQ connecting the central axis P of the flying vehicle 10 and the central axis Q of the vent hole 22 in which the flap 34 is arranged. It is a long plate-shaped member arranged substantially in parallel.

The flaps 34 are arranged in such a posture that the short sides arranged on the outer side of the flying object 10 are arranged above the short sides arranged on the inner side, and the flap 34 is located on the upstream side (upper side of the rotor unit 30) (upper side). The long side) is used as the rotation axis 37, and it is movable as shown in FIG. That is, the rotary shaft 37 of the flap 34 is arranged so as to be inclined in the horizontal direction so that the end portion on the outer side of the flying body 10 is located at a position higher than the end portion on the inner side of the flying body 10. The flap 34 rotates on a rotary shaft 37 extending in a direction intersecting the flow direction of the air flow generated by the corresponding rotor unit 30. That is, the flap 34 is arranged such that the rotation axis 37 of the flap 34 is along the straight line PQ that connects the central axis P of the aircraft 10 and the central axis Q of the vent hole 22 in which the flap 34 is arranged. The flaps 34 rotate about the rotating shaft 37 and are inclined to change the direction in which the airflow generated by the rotor unit 30 flows. Here, "substantially parallel to the straight line PQ in a top view" means that the angle with the straight line PQ is in the range of -30° to 30°. That is, the direction in which the rotation shaft 37 of the flap 34 extends and the direction in which the rotation shaft 37 of the rotor unit 30 extends intersect in the range of 60° to 120°.

The flap 34 has an actuator 36 that serves as power for rotating the rotary shaft 37. The actuator 36 is, for example, a servo motor. The actuator 36 tilts the flap 34 by rotating the actuator 36 to the left or right by a predetermined angle (for example, 45 degrees) from the state of the reference posture shown in FIG. 7B. When the flap 34 is rotated by the actuator 36, for example, the state of the reference posture is changed to the state of left rotation shown in FIG. 7C or the state of right rotation.

Each of the plurality of actuators 36 rotates independently. Therefore, the plurality of flaps 34 rotate independently of each other. That is, of the plurality of flaps 34, one flap 34 and the other flap 34 may rotate in different rotation directions, may rotate in the same rotation direction, or one of them may have a reference posture. The other may rotate in either rotation direction.

The actuator 36 is arranged inside the flying body 10 of the flap 34. As will be described later, the controller 41 that controls the aircraft 10 and the battery 42 that supplies power are arranged at the center of the aircraft 10 in the horizontal direction. Therefore, it is possible to shorten the length of wiring such as signal lines and power lines from the controller 41 and the battery 42 to the actuator 36.

The current plate 35 is a plate-like member that is arranged between the flapper 34 and the rotor unit 30 that is arranged near the center of the ventilation hole 22 in the vertical direction. The rectifying plate 35 is arranged on a line substantially parallel to the straight line PQ in the top view of the flying object 10 in FIG. 2, and divides the area of the ventilation hole 22 in the plane direction into approximately two equal parts. That is, the current plate 35 is arranged at a position passing through the central axis Q of the ventilation hole 22 in a top view.

The flight vehicle 10 controls linear movement and rotation movement along the attitude of the flight vehicle 10 and the horizontal direction of the flight vehicle 10 by adjusting the angles of the flaps 34 provided in each of the four ventilation holes 22. can do. The flaps 34 may be arranged in all the four ventilation holes 22 as shown in FIG. Further, the flaps 34 may be arranged in the two ventilation holes 22 arranged side by side in a direction in which the attitude of the flying object 10 is desired to be balanced.

The rectifying plate 35 does not necessarily have to be provided.

Next, the thrust applied to the aircraft 10 when the angle of the flap 34 is adjusted will be described with reference to FIGS. 8A and 8B.

FIG. 8A is a schematic view showing an example of a cross section of the air vent of the aircraft according to the first embodiment as seen from the central axis of the aircraft. FIG. 8B is a schematic diagram showing another example of a cross section of the air vent of the aircraft according to the first embodiment as seen from the central axis of the aircraft. Note that FIG. 8B illustrates the ventilation holes of the flying body when the flow straightening plate 35 is not provided.

As shown in FIGS. 8A and 8B, when the flap 34 is in the reference posture, the airflow generated by the rotor unit 30 flows inside the ventilation hole 22 from top to bottom. Therefore, the thrust force Fv in the vertical direction acts on the flying body 10, and the thrust force in the horizontal direction does not act.

As shown in (a) of FIG. 8A and FIG. 8B, when the flap 34 is rotated to the right and tilted to the left side in the drawing by a predetermined angle θ about the rotation shaft 37, the airflow generated by the rotor unit 30 is Flows in the direction in which 34 tilts. That is, the flow direction of the airflow is changed by the flap 34, and the airflow tilts and flows in the leftward direction in which the flap 34 is tilted. As a result, a thrust Fv in the vertical direction acts on the aircraft 10, and a thrust Fh in the horizontal direction on the side opposite to the left side on which the flap 34 is inclined acts on the aircraft 10.

Similarly, as shown in (c) of FIG. 8A and FIG. 8B, when the flap 34 is rotated counterclockwise and tilted to the right side in the drawing by a predetermined angle θ around the rotation shaft 37, the air flow generated by the rotor unit 30 is generated. Flows along the direction in which the flap 34 is inclined. That is, the flow direction of the air flow is changed by the flap 34, and the air flow is inclined and flows in the right direction in which the flap 34 is inclined. As a result, the thrust Fv in the vertical direction acts on the flying body 10, and the thrust Fh in the horizontal direction on the opposite side to the right side on which the flap 34 is inclined acts on the flying object 10.

The predetermined angle θ for inclining the flap 34 is set to a fixed value, for example, 45 degrees, but it may be adjusted according to the magnitude of the thrust force to act in the horizontal direction.

When the flap 34 is tilted to the left or right, the thrust force acting in the vertical direction becomes smaller than when the flap 34 is in the reference posture. Therefore, by making the rotational speed of the rotor unit 30 when the flap 34 is tilted to the left or right faster than when the flap 34 is in the reference posture, the thrust force acting in the vertical direction when the flap 34 is in the reference posture is set. May be maintained even when the flap 34 is tilted to the left or right.

[Equipped devices, light emitters, etc.]
As described above, the flying body 10 is provided with the controller 41, the battery 42, the projector 43, and the camera 44 as the mounted devices. Further, the flying body 10 is provided with a light emitting body 46.

As shown in FIG. 3, the flying member 10 is provided with a disc member 40. The disc member 40 is a disc-shaped member having a diameter substantially equal to that of the lower end of the connecting member 25 and is installed so as to close the lower end surface of the connecting member 25. The disk member 40 may be made of a resin material such as polypropylene (PP), polycarbonate (PC), polybutylene terephthalate (PBT) or ABS resin, or may be made of a metal such as aluminum, copper or stainless steel. It may have been done.

The camera 44 for photographing is attached to the lower surface of the disc member 40 via a gimbal 45. The camera 44 is for taking an image from the sky, and is installed in a posture that faces diagonally downward. The gimbal 45 is a member for keeping the orientation of the camera 44 constant even if the attitude of the flying object 10 changes.

The controller 41, the battery 42, and the projector 43 are installed on the disc member 40. The controller 41 receives the instruction signal transmitted from the wireless operation device, and controls the rotor unit 30, the camera 44, the projector 43, and the LED based on the received instruction signal. In addition, the controller 41 also transmits the image captured by the camera 44. The battery 42 supplies electric power to the rotor unit 30, the controller 41, the projector 43, and the light emitting body 46. The projector 43 projects an image on the inner surface of the balloon 20 made of a translucent material.

The light-emitting body 46 is a tape LED including a long flexible printed board and a large number of light-emitting elements (for example, LED elements) mounted side by side in the longitudinal direction on the flexible printed board. The light-emitting body 46 is arranged in the central portion of the connecting member 25 in the up-down direction in a state of being formed into a tubular shape by spirally winding the LED element so as to face outward. That is, the light emitter 46 is provided so as to cover the inner surface of the connecting member 25. Therefore, the light emitting body 46 receives the pressure in the gas space 21 applied to the connecting member 25, and the space inside the connecting member 25 maintains a predetermined tubular shape. That is, the luminous body 46 regulates the movement of the connecting member 25 from the inside of the connecting member 25 to the inside of the connecting member 25 so that the connecting member 25 does not become narrower than a predetermined cylindrical space. As described above, the connecting member 25 is made of a transparent material. Therefore, the light emitted from the light emitter 46 passes through the connecting member 25 and strikes the inner surface of the balloon 20 made of a semitransparent material.

The light-emitting body 46 is formed in a tubular shape by winding the tape LED in a spiral shape, but is not limited to this, and a member that realizes a tubular shape and a light-emitting element are separate members. May be That is, a tubular light-emitting body may be realized by combining a tubular member having a tubular shape and a substrate on which the LED element is mounted.

[Flight attitude of the flying object]
As described above, in the aircraft 10, the mounted devices such as the controller 41 and the battery 42 are arranged at the lower end of the internal space of the connecting member 25. That is, the onboard devices having a relatively large weight are concentratedly installed in the lower part of the aircraft 10. As a result, the center of gravity of the entire aircraft 10 is located below the point of buoyancy obtained by the gas with which the balloon 20 is filled. Therefore, even when the rotor unit 30 is stopped, the aircraft 10 is maintained in a posture in which the camera 44 faces downward without being overturned or turned upside down.

Further, the on-board equipment having a relatively large weight is arranged below the rotor unit 30. As a result, the center of gravity of the entire aircraft 10 is located below the point of buoyancy obtained by the operation of the rotor unit 30. Therefore, even when the rotor unit 30 is in operation, the aircraft 10 is maintained in the posture in which the camera 44 faces downward.

The aircraft 10 includes a plurality of rotor units 30. For this reason, when the aircraft 10 is moved in a substantially horizontal direction, the rotational speed of the rotor unit 30 located on the side opposite to the moving direction is set higher than the rotational speed of the rotor unit 30 located in the moving direction. The horizontal driving force may be increased.

The "rotational speed of the rotor unit 30" means the rotational speed of the propeller 32 included in the rotor unit 30 (the number of rotations of the propeller 32 per unit time).

[Example of operation control of an air vehicle]
In the aircraft 10 of the present embodiment, the flap 34 is rotated to perform flight control for linearly or rotating the aircraft 10 in the horizontal direction.

Next, flight control of the flying body 10 will be described with reference to FIGS. 9 to 11B.

FIG. 9 is a block diagram showing the configuration of the flying object of the first embodiment. Note that, in FIG. 9, other elements such as the battery 42 and the camera 44 are not shown.

The controller 41 receives an instruction signal from the wireless operation device and controls the plurality of rotor units 30 and the plurality of actuators 36a to 36d according to the received instruction signal. The controller 41 has a receiver 41a, a first controller 41b, and a second controller 41c.

The receiver 41a receives the instruction signal transmitted by the wireless operation device operated by the operator. The receiver 41a receives, for example, an instruction signal indicating a straight-ahead movement in each direction in the horizontal direction, an instruction signal indicating a rotation operation along the horizontal direction, an instruction signal indicating an up or down movement, and the like. The receiver 41a may receive a signal different from the above instruction signal.

The first controller 41b controls the number of rotations of the plurality of rotor units 30 according to the instruction signal received by the receiver 41a. The first controller 41b controls the number of revolutions of the plurality of rotor units 30 to raise or lower the flying body 10, control the inclination of the flying body 10 with respect to the horizontal direction, control flight in each of the horizontal directions, and the like. I do.

The second controller 41c controls the inclination of the plurality of flaps 34 according to the instruction signal received by the receiver 41a. In the present embodiment, the second controller 41c, for example, tilts the plurality of flaps 34 in response to an instruction signal indicating a straight-ahead movement in each horizontal direction and an instruction signal indicating a rotational movement along the horizontal direction. To control. The second controller 41c may control the inclinations of the plurality of flaps 34 independently of the first controller 41b. That is, the second controller 41c may control the inclination of the plurality of flaps 34 regardless of the number of rotations of the plurality of rotor units 30.

The first controller 41b and the second controller 41c may be implemented by processors having different hardware. Further, the first controller 41b and the second controller 41c may be configured so that the functions of the first controller 41b and the second controller 41c are realized by software in a processor having the same hardware.

Here, the state of the flying body 10 when the controller 41 performs flight control relating to the linear movement in the horizontal direction on the flying body 10 will be specifically described.

FIG. 10A is a diagram for explaining a state of the flying body when the flight control according to the linear movement to the front in the horizontal direction is performed in the flying body of the first embodiment. FIG. 10B is a diagram for explaining a state of the flying body when the flight control according to the linear motion to the right in the horizontal direction is performed in the flying body of the first embodiment. FIG. 10C is a diagram for explaining a state of the flying body when the flight control according to the straight-line operation to the diagonal right front in the horizontal direction is performed in the flying body of the first embodiment. FIG. 11A is a diagram for explaining a state of the flying body when the flight control according to the rotation operation of rotating leftward in the horizontal direction is performed in the flying body of the first embodiment. FIG. 11B is a diagram for describing a state of the flying object when the flight control according to the rotating operation of rotating rightward in the horizontal direction is performed in the flying object of the first embodiment.

10A to 11B, the rotor unit 30 of the aircraft 10 is omitted. Further, the flap 34a and the actuator 36a are arranged in the vent hole 22 on the front side and the right side of the flying vehicle 10. The flap 34b and the actuator 36b are arranged in the vent hole 22 on the front side and the left side of the aircraft 10. The flap 34c and the actuator 36c are arranged in the vent hole 22 on the rear side and the left side of the aircraft 10. The flap 34d and the actuator 36d are arranged in the vent hole 22 on the rear side and the right side of the aircraft 10.

(Straight line operation)
First, flight control when the flying body 10 linearly moves forward in the horizontal direction will be described.

In the linear operation, as described above, the propulsive force in the horizontal direction is increased by making the rotation speed of the rotor unit 30 located on the side opposite to the moving direction higher than the rotation speed of the rotor unit 30 located in the moving direction. Is performed (control by the first controller 41b). Then, in the linear movement, the posture control of the plurality of flaps 34 (control by the second controller 41c) is further performed.

Below, control of the attitude|position of the some flap 34 by the 2nd controller 41c is demonstrated. That is, it is assumed that the control by the first controller 41b is performed to increase the propulsive force in the horizontal direction by controlling the rotation speed of the rotor unit 30.

When the receiver 41a receives the instruction signal indicating the linear movement toward the front in the horizontal direction, the second controller 41c, as shown in FIG. 10A, the actuators of the flaps 34a and 34d arranged on the right side of the aircraft 10. The flaps 34a and 34d are rotated counterclockwise by rotating the flaps 36a and 36d counterclockwise. Further, in this case, the second controller 41c rotates the flaps 34b, 34c clockwise by rotating the actuators 36b, 36c of the flaps 34b, 34c arranged on the left side of the aircraft 10 clockwise.

As a result, the flaps 34a to 34d are inclined such that the downstream side portion (lower long side) of the flaps 34a to 34d on the downstream side of the rotor unit 30 is directed rearward with respect to the traveling direction of the aircraft 10. .. Specifically, among the flaps 34a to 34d, the flaps 34a and 34c arranged with the central axis P of the air vehicle 10 therebetween are arranged such that the downstream side portions are right with respect to the rotary shafts 37a and 37c which are the upstream side portions, respectively. Lean to the position diagonally behind. For this reason, thrusts F11 and F13 in the left obliquely forward direction on the side opposite to the side where the flaps 34a and 34c are inclined are applied to the ventilation holes 22A and 22C, respectively.

Further, among the flaps 34a to 34d, the flaps 34b and 34d that are arranged with the central axis P of the flying vehicle 10 in between are arranged such that the downstream side portions are diagonally rearward left sides with respect to the rotary shafts 37b and 37d that are the upstream side portions. Lean to a position that is located at. For this reason, thrusts F12 and F14 in the forward right direction on the side opposite to the side on which the flaps 34b and 34d are inclined are applied to the ventilation holes 22B and 22D, respectively.

Since the thrusts F11 to F14 each have a forward component, a forward resultant force F10 acts on the flying object 10. The thrusts F11 and F13 have a leftward component, and the thrusts F12 and F14 have a rightward component. That is, the thrusts F11 and F13 and the thrusts F12 and F14 have components in opposite directions in the left-right direction. For this reason, the thrust forces in the left and right directions exerted on the flying body 10 cancel each other out. Therefore, the resultant force F10 becomes a forward thrust.

In addition, when the flying body 10 linearly moves rearward in the horizontal direction, the rotational directions of the actuators 36a to 36d of the flaps 34a to 34d when linearly moving forward in the horizontal direction may be controlled in reverse, and thus the description thereof will be omitted. ..

Next, flight control when the flying body 10 linearly moves to the right in the horizontal direction will be described.

When the receiver 41a receives an instruction signal indicating a linear movement to the right in the horizontal direction, the second controller 41c, as shown in FIG. 10B, actuators of the flaps 34a, 34b arranged on the front side of the air vehicle 10. By rotating the flaps 36a and 36b clockwise, the flaps 34a and 34b are rotated clockwise. In this case, the second controller 41c rotates the flaps 34c, 34d counterclockwise by rotating the actuators 36c, 36d of the flaps 34c, 34d arranged on the rear side of the flying object 10 counterclockwise.

As a result, the flaps 34a to 34d are inclined such that the downstream portions of the flaps 34a to 34d face the rear side with respect to the traveling direction of the aircraft 10. Specifically, among the flaps 34a to 34d, the flaps 34a and 34c arranged with the central axis P of the air vehicle 10 therebetween are arranged such that the downstream side portions are left with respect to the rotary shafts 37a and 37c which are the upstream side portions, respectively. Tilt to the position diagonally forward. Therefore, thrusts F21 and F23, which are directed diagonally to the right and on the opposite side to the sides on which the flaps 34a and 34c are inclined, are applied to the ventilation holes 22A and 22C, respectively.

Further, among the flaps 34a to 34d, the flaps 34b and 34d arranged side by side with the central axis P of the aircraft 10 sandwiching the rotary shafts 37b and 37d, which are upstream side portions, have their downstream side portions obliquely rearward left side, respectively. Lean to the position of being. Therefore, the vent holes 22B and 22D are respectively acted on by thrusts F22 and F24 that are directed diagonally to the right and on the opposite side to the side on which the flaps 34b and 34d are inclined.

Since the thrusts F21 to F24 all have a rightward component, the rightward resultant force F20 acts on the flying object 10. The thrusts F21 and F23 have backward components, and the thrusts F22 and F24 have forward components. That is, the thrusts F21 and F23 and the thrusts F22 and F24 have components in opposite directions in the front-rear direction. For this reason, the thrust forces in the front-rear direction exerted on the flying body 10 cancel each other out. Therefore, the resultant force F20 is a rightward thrust.

It should be noted that when the flying object 10 linearly moves to the left in the horizontal direction, the rotational directions of the actuators 36a to 36d of the flaps 34a to 34d when the linear operation is performed to the right in the horizontal direction may be controlled in reverse, and thus the description thereof will be omitted.

Next, flight control in the case where the flying body 10 linearly moves to the right diagonally front side in the horizontal direction will be described.

The second controller 41c, when the receiver 41a receives an instruction signal indicating a linear operation to the diagonally right front in the horizontal direction, as illustrated in FIG. 10C, actuators of the flaps 34a and 34c arranged in the traveling direction of the aircraft 10. The flaps 34a and 34c are left in the reference posture without rotating 36a and 36c. In addition, in this case, the second controller 41c rotates the flap 34b clockwise by rotating the actuator 36b of the flap 34b to the right among the flaps 34b and 34d arranged in the direction perpendicular to the traveling direction of the aircraft 10. Further, the second controller 41c rotates the flap 34d counterclockwise by rotating the actuator 36d of the flap 34d counterclockwise among the flaps 34b and 34d.

As a result, the flaps 34b and 34d are inclined such that the downstream side portions thereof face the rear side with respect to the traveling direction of the aircraft 10. Specifically, among the flaps 34a to 34d, the flaps 34b and 34d that are arranged with the central axis P of the flying object 10 in between are arranged such that the downstream side portions are left with respect to the rotary shafts 37b and 37d that are the upstream side portions, respectively. Tilt to a position diagonally rearward. For this reason, thrusts F32 and F34 in the right diagonal direction on the side opposite to the side where the flaps 34b and 34d are inclined are applied to the ventilation holes 22B and 22D, respectively.

Since the flaps 34a and 34c remain in the reference posture, the thrust force in the horizontal direction does not act on the flaps 34a and 34c. That is, in the horizontal direction of the flying body 10, only thrusts F32 and F34 that are directed diagonally to the right act on the flying body 10, and therefore, a resultant force F30 that is directed diagonally to the right acts on the flying object 10.

In addition, when the flying body 10 linearly moves to the left diagonally rearward in the horizontal direction, the rotational directions of the actuators 36a to 36d of the flaps 34a to 34d when linearly moving to the diagonally right front in the horizontal direction may be controlled in reverse. The description is omitted. Further, when the flying object 10 linearly moves to the left diagonally front side in the horizontal direction, the flaps lined up in the left and right directions may be controlled in reverse as compared with the case where the flying object 10 linearly moves to the diagonal right front side in the horizontal direction. Omit it. Similarly, when the flying body 10 linearly moves to the right diagonal rear side in the horizontal direction, the flaps arranged in the front-rear direction may be reversed as compared with the case where the flying body 10 linearly moves to the right diagonal front side in the horizontal direction.

As described above, when the aircraft 10 linearly moves in the horizontal direction, each of the plurality of flaps 34a to 34d is located on the upstream side of the flap in the airflow generated by the rotor unit 30 corresponding to each flap 34a to 34d. The upstream side portion leans to a posture in which the upstream side portion is located on the front side in the moving direction of the aircraft 10 with respect to the downstream side portion. In addition, in the present embodiment, the upstream side portion on the upstream side is located at the position where it coincides with the rotating shaft 37, but it does not have to coincide. For example, the rotating shaft may be arranged between the upstream side portion on the upstream side of the flap and the downstream side portion on the downstream side, or may be arranged at the position of the downstream side portion.

(Rotation operation)
Next, flight control when the flying object 10 rotates in the horizontal direction will be described. Here, the flight control in the case where the flying body 10 rotates about the central axis P of the flying body 10 as a rotation axis will be described as the rotating operation.

First, flight control in the case where the flying body 10 rotates in the left rotation direction along the horizontal direction will be described.

When the receiver 41a receives the instruction signal indicating the rotation in the left rotation direction along the horizontal direction, the second controller 41c, as illustrated in FIG. 11A, the actuators 36a of the flaps 34a to 34d of the air vehicle 10. By rotating ~36d counterclockwise, the flaps 34a-34d are rotated counterclockwise.

As a result, the flaps 34a to 34d are respectively inclined to the postures that are directed rearward with respect to the direction in which the downstream portion rotates. Specifically, the flap 34a tilts in a posture in which the downstream side portion is located on the diagonally right rear side with respect to the rotating shaft 37a which is the upstream side portion. For this reason, a thrust force F41 is applied to the vent hole 22A in a left diagonally forward direction opposite to the side where the flap 34a is inclined.

Further, the flap 34b is inclined with respect to the rotary shaft 37b, which is an upstream side portion, in a posture in which the downstream side portion is located on the diagonally right front side. For this reason, a thrust force F42 is applied to the ventilation hole 22B in a leftward and rearward direction on the side opposite to the side where the flap 34b is inclined.

Further, the flap 34c tilts in a posture in which the downstream side portion is located on the diagonally left front side with respect to the rotating shaft 37c which is the upstream side portion. For this reason, a thrust force F43 is applied to the ventilation hole 22C in a rightward and rearward direction on the side opposite to the side where the flap 34c is inclined.

Further, the flap 34d tilts in a posture in which the downstream side portion is located on the diagonally left rear side with respect to the rotating shaft 37d which is the upstream side portion. For this reason, a thrust force F44 is applied to the vent hole 22D in a right obliquely forward direction on the side opposite to the side where the flap 34d is inclined.

Thrusts F41 to F44 act on the air vehicle 10, but thrust F41 is diagonally forward left, thrust F42 is diagonally rearward left, thrust F43 is diagonally right rearward, thrust F44 is diagonally right forward, and thrusts F41 to F44 The sum is 0. That is, the force for linearly operating the flying body 10 does not act.

On the other hand, since the thrusts F41 to F44 are all along the left rotation direction with the central axis P of the flying body 10 as the rotation axis, the flying body 10 has a left rotation moment M40 about the central axis P. work.

In addition, when the flying body 10 rotates in the right rotation direction along the horizontal direction, the rotation directions of the actuators 36a to 36d of the flaps 34a to 34d in the case of rotating around the horizontal rotation direction in the left rotation direction are reversely controlled. By doing so, as shown in FIG. 11B, thrusts F51 to F54 opposite to the thrusts F41 to F44 act on the aircraft 10. As a result, the right rotation moment M50 opposite to the rotation moment M40 acts, so that the flying body 10 can be rotated in the right rotation direction.

As described above, when the air vehicle 10 rotates, the flaps 34a to 34d are arranged such that the upstream side portion of the upstream side in the air flow generated by the corresponding rotor unit 30 is located closer to the upstream side portion than the downstream side portion of the downstream side. Tilt so that it is located on the side of the rotation direction of rotation. In this way, the flaps 34a to 34d incline in the same direction as each other when the flaps 34a to 34d are viewed from the central axis P of the aircraft 10 as a predetermined reference point.

[Effects of First Embodiment]
The aircraft 10 according to the present embodiment includes a plurality of rotor units 30 each having a propeller 32 and a motor 33 for driving the propeller 32, and a plurality of rotor units 30 extending in the vertical direction. Balloon 20 as a buffer that covers the side of the rotor unit, and a rotary shaft that is provided on the downstream side of each of the plurality of rotor units 30 and extends in a direction intersecting the flow direction of the airflow generated by the corresponding rotor unit 30. And a plurality of flaps 34 that rotate at.

As described above, in the flying object 10, the lateral sides of the plurality of rotor units 30 are covered with the balloons 20 over the heights of the plurality of rotor units in the vertical direction. In the case of contact, the balloon 20 contacts the object, not the rotor unit 30. That is, the flying body 10 can avoid contact between the rotor unit 30 and the object even when the flying object 10 contacts the object during flight. Therefore, according to the present embodiment, even if the flying object 10 comes into contact with an object during flight, damage to the rotor unit 30 due to the contact can be prevented, and stable flying of the flying object 10 is continued. be able to.

When the flying body 10 crashes, the gas-filled balloon 20 hits the ground or the like, and the impact of the deformed balloon 20 is alleviated. Therefore, according to the present embodiment, it is possible to prevent damage to the rotor unit 30 due to the fall. Further, even if the flying body 10 crashes, the balloon 20 comes into contact with the object, not the rotor unit 30 or the mounted device. Therefore, the contact with the flying body 10 may damage the contacted object. It can be reduced.

By the way, in the flying body 10 configured such that the side surfaces of the plurality of rotor units 30 are covered by the balloons 20 as in the present embodiment, the flying body 10 can be leveled only by controlling the rotation speed of the rotor unit 30. It is difficult to operate efficiently in the direction. This is because the side of the rotor unit 30 is covered with the balloon 20, and thus the rotation of the propeller 32 of the rotor unit 30 is less likely to act on the air around the aircraft 10.

In order to solve this problem, in the aircraft 10 according to the present embodiment, the plurality of flaps 34a to 34d are provided on the downstream side of the plurality of rotor units 30, and the flaps 34a to 34d are provided in the flow direction of the airflow generated by the corresponding rotor units. The rotating shafts 37 extending in the intersecting direction rotate independently of each other. Therefore, by tilting the postures of the plurality of flaps 34a to 34d with respect to the airflow generated by the plurality of rotor units 30, it is possible to tilt the flowing direction of the airflow. As a result, even in the structure in which the sides of the plurality of rotor units 30 are covered by the balloon 20, not only the thrust in the vertical direction but also the thrust in the horizontal direction can be applied to the air around the aircraft 10. .. Therefore, it is easy to efficiently operate the flying body 10 in the horizontal direction.

For example, when the aircraft 10 is operated in a straight line in the horizontal direction, the attitude of the aircraft 10 is tilted and then the inclination of the flap 34 is controlled. Therefore, the airflow generated by the rotor unit 30 can be tilted at an angle closer to the horizontal direction, so that the thrust applied to the aircraft 10 in the horizontal direction can be increased. Therefore, the flying body 10 can be efficiently linearly moved in the horizontal direction, and power consumption can be reduced.

Further, in the present embodiment, a plurality of ventilation holes 22 penetrating the balloon 20 in the vertical direction is formed in the balloon 20 as a cushioning body, and the plurality of rotor units 30 respectively include the plurality of ventilation holes 22. A plurality of flaps 34 are disposed therein, and the plurality of flaps 34 are disposed in the plurality of ventilation holes 22, respectively.

In this way, since the set of the rotor unit 30 and the flap 34 is arranged in each of the plurality of ventilation holes 22, the flow direction of the airflow generated by the rotor unit 30 is changed by the flap 34 corresponding to the rotor unit 30. It can be easily adjusted.

In addition, in the present embodiment, in each of the plurality of flaps 34, the rotation axis 37 of the flap 34 has the center axis P of the aircraft 10 and the center (center axis Q) of the rotor unit 30 to which the flap 34 corresponds. It is arranged in a posture along the connecting straight line PQ. Therefore, the flaps 34 can easily generate thrust in a direction perpendicular to the straight line PQ in the horizontal direction of the aircraft 10. Therefore, by independently rotating the plurality of flaps 34, it is possible to easily perform a linear movement or a rotation movement (rotation) of the flying body 10 along the horizontal direction.

Further, in the present embodiment, when the aircraft 10 moves in the horizontal direction, each of the plurality of flaps 34 has an upstream side portion on the upstream side in the air flow generated by the rotor unit 30 corresponding to the flap 34. It leans to a posture positioned on the front side in the moving direction of the aircraft 10 with respect to the downstream side portion on the downstream side. Therefore, it is possible to easily perform the linear motion of the flying body 10 along the horizontal direction.

In addition, in the present embodiment, each of the plurality of flaps 34 is such that, when the aircraft 10 rotates, in the airflow generated by the rotor unit 30 corresponding to the flaps 34, the upstream side portion on the upstream side is located on the downstream side. The aircraft leans to a posture positioned on the rotation direction side of the flying body 10 with respect to the downstream side portion. Therefore, the rotating operation (rotation) of the flying object 10 along the horizontal direction can be facilitated.

Further, in the present embodiment, when the aircraft 10 rotates, the plurality of flaps 34 incline in the same direction when the plurality of flaps 34 are viewed from a predetermined reference point. That is, since the plurality of flaps 34 can exert thrust from the same direction in the direction perpendicular to the straight line PQ, the flaps 34 can easily rotate about the central axis P of the aircraft 10 as the rotation axis. ..

Further, in the present embodiment, further, the receiver 41a that receives the instruction signal transmitted by the wireless operation device operated by the operator, and the plurality of rotor units 30 according to the instruction signal received by the receiver 41a. A first controller 41b that controls the number of revolutions and a second controller 41c that controls the inclination of the plurality of flaps 34 according to the instruction signal received by the receiver 41a are provided. In this way, the flying body 10 is separately provided with the first controller 41b that controls the rotational speeds of the plurality of rotor units 30 and the second controller 41c that controls the inclination of the plurality of flaps 34. For this reason, for example, the existing controller used for the aircraft described in Patent Document 1 can be used as the first controller 41b, so that the cost of the controller 41 can be reduced.

In addition, in the present embodiment, the plurality of flaps 34 are arranged at the lower end portions of the plurality of ventilation holes 22. Therefore, a plurality of flaps 34 are arranged on the downstream side of the rotor unit 30 that generates a downward airflow to raise the flying body 10. Therefore, the flow direction of the airflow generated by the rotor unit 30 can be effectively changed.

In addition, in the present embodiment, the lower end portions of the plurality of ventilation holes 22 have a shape in which the cross-sectional area increases toward the lower side. Therefore, the plurality of flaps 34 can secure the cross-sectional area of the flow path in which the air flow flows even if the air flow is on the downstream side after the flow direction of the air flow is changed obliquely. Therefore, it is possible to effectively perform the linear movement or the rotation movement of the flying object 10 along the horizontal direction.

In addition, in the balloon 20, not only a region surrounding the entire plurality of rotor units 30 arranged at a predetermined position but also a region between the plurality of rotor units 30 is formed with a space filled with gas such as helium. Therefore, according to the present embodiment, the inner volume of the balloon 20 can be secured and the balloon 20 can be prevented from becoming large.

Further, in the flying body 10 including the plurality of rotor units 30, it is desirable to increase the spacing between the plurality of rotor units 30 to some extent in order to stably fly the flying body 10. On the other hand, as described above, in the balloon 20 of the present embodiment, the gas space filled with the gas such as helium also exists in the region between the plurality of rotor units 30. Therefore, according to the present embodiment, it is possible to secure the gas filling amount while suppressing an increase in the size of the flying body 10 and to secure the interval between the plurality of rotor units 30. Therefore, the flight state of the flying body 10 can be stabilized.

Further, in the present embodiment, the flying body 10 flies using both the buoyancy obtained by the gas filled in the balloon 20 and the buoyancy obtained by the air flow generated by the rotor unit 30. Therefore, energy such as electric power required to drive the rotor unit 30 can be suppressed to be low compared with the case of flying only by using the buoyancy obtained by the operation of the rotor unit 30, and the flight time of the flying object 10 can be extended. You can

Further, in the present embodiment, the balloon 20 is flat in the vertical direction.

For this reason, the flying vehicle 10 in flight is less likely to tilt with respect to the symmetry axis (center axis P) of the balloon 20, and as a result, the flying state of the flying vehicle 10 can be stabilized.

Further, in the present embodiment, the rotor unit 30 and the vent hole 22 provided with the rotor unit 30 are arranged in a portion near the peripheral edge of the balloon 20.

Therefore, in the flying object 10, the intervals between the plurality of rotor units 30 can be secured. Therefore, according to the present embodiment, by ensuring the intervals between the plurality of rotor units 30, the flight state of the flying object 10 can be stabilized.

Further, in the present embodiment, the height of the balloon 20 gradually decreases from the central portion toward the peripheral portion.

Therefore, the balloon 20 has a streamlined shape when viewed from the side. Therefore, according to the present embodiment, it is possible to suppress the air resistance that the flying body 10 receives during flight. Further, when the plurality of ventilation holes 22 are arranged at predetermined angular intervals around the central axis extending in the vertical direction of the balloon 20, the ventilation holes 22 are formed at a position where the height of the balloon 20 is relatively low. Therefore, the length of the ventilation hole 22 can be suppressed to be relatively short. The shorter the length of the vent hole 22, the smaller the pressure loss of the air when passing through the vent hole 22. Therefore, in this case, the flow rate of the air passing through the ventilation hole 22 can be sufficiently secured, and as a result, the propulsive force obtained by the rotor unit 30 can be sufficiently secured.

Further, in the present embodiment, a connecting member 25 having one end joined to the upper portion of the balloon 20 and the other end joined to the lower portion of the balloon 20 is provided at the center of the balloon 20.

That is, in the central portion of the balloon 20, the upper portion and the lower portion of the balloon 20 are connected via the connecting member 25. Therefore, it becomes easy to maintain the balloon 20 in a desired shape, for example, a flat shape. When the shape of the balloon 20 is stable, the shape of the ventilation hole 22 formed in the balloon 20 is also stable, and the shape of the actual ventilation hole 22 can be easily approximated to the shape assumed at the time of design. Therefore, the flow rate of the air passing through the ventilation hole 22 can be sufficiently secured, and as a result, the propulsive force obtained by the rotor unit 30 can be sufficiently secured. Further, by stabilizing the shape of the ventilation holes 22 formed in the balloon 20, it becomes easy to substantially match the shapes of the ventilation holes 22. Therefore, the flow rate of the air passing through each vent hole 22 is made uniform, and as a result, the flight state of the flying body 10 can be stabilized.

Further, in the present embodiment, the connecting member 25 is formed in a tubular shape.

Therefore, in the upper portion and the lower portion of the balloon 20, respective central regions (that is, regions surrounding the central axis P of the balloon 20) are tubular connecting members 25 over the entire circumference of the central region. Are connected via. Therefore, according to the present embodiment, it is easier to maintain the balloon 20 in the desired shape.

Further, in the present embodiment, the internal space of the connecting member 25 communicates with the outside of the balloon 20.

Therefore, air is present in the internal space of the connecting member 25, not a gas such as helium gas for generating buoyancy.

Further, in the present embodiment, the ventilation hole 22 has a shape in which the cross-sectional area gradually increases from the vertical center toward the upper end, and the cross-sectional area gradually increases from the vertical center toward the lower end. And.

When the ventilation hole 22 is formed in such a shape, the pressure loss when air flows into the ventilation hole 22 and the pressure loss when air flows out from the ventilation hole 22 can be suppressed to be low. Therefore, even if the air volume of the rotor unit 30 is small, the flow rate of the air passing through the ventilation hole 22 can be sufficiently secured, and as a result, the propulsive force obtained by the rotor unit 30 can be sufficiently secured. .. Therefore, the energy consumed by the rotor unit 30 to obtain the same propulsive force can be reduced.

In addition, in the present embodiment, the balloon 20 has a shape in which the height gradually decreases from the central portion toward the peripheral edge portion, and the vent hole 22 has a height h near the peripheral edge portion of the balloon 20, It is lower than the height H near the center.

Therefore, in each of the ventilation holes 22 of the balloon 20, air flows from the direction near the peripheral edge of the balloon 20 toward the ventilation hole 22 and is blown out from the ventilation hole 22 toward the peripheral edge of the balloon 20. It As a result, the flow of air flowing into each vent hole 22 can be made less likely to interfere with each other, and the flow of air flowing out from each vent hole 22 can be made less likely to interfere with each other. Therefore, according to the present embodiment, it is possible to suppress the occurrence of turbulence due to the interference of the airflows entering and exiting each vent hole 22, and as a result, it is possible to stabilize the flight state of the flying body 10.

Further, in the present embodiment, rotor unit 30 is arranged at the central portion in the vertical direction of ventilation hole 22. That is, the rotor unit 30 is arranged so as to overlap the center plane M of the balloon 20 in the vertical direction.

Therefore, it is possible to stabilize each of the airflow from the upper end of the ventilation hole 22 toward the rotor unit 30 and the airflow from the rotor unit 30 toward the lower end of the ventilation hole 22, and as a result, the flight state of the flying object 10 is stabilized. Can be made.

Further, in the present embodiment, the ventilation holes 22 are arranged at predetermined angular intervals with respect to each other around the central axis P extending in the vertical direction of the balloon 20.

In this way, the plurality of rotor units 30 arranged around the central axis P of the balloon 20 at a predetermined angular interval blow out air downward, so that the flight state of the flying object 10 can be stabilized.

Further, in the present embodiment, the balloon 20 is formed in a shape having rotational symmetry with a straight line extending in the vertical direction as the axis of symmetry.

Therefore, the point of buoyancy obtained by the gas filled in the balloon 20 can be located on the axis of symmetry of the balloon 20 (that is, the central axis P). Therefore, it is possible to suppress the inclination of the flying body 10 during flight (inclination with respect to the vertical (vertical) direction of the central axis P of the balloon 20), and as a result, it is possible to stabilize the flying state of the flying body 10. ..

In the present embodiment, the peripheral edge of the balloon 20 in a top view is alternately arranged with the same number of reference curve portions 23 as the ventilation holes 22 and small curvature radius portions 24 having a smaller radius of curvature than the reference curve portion 23. The small curvature radius parts 24 are arranged outside the ventilation holes 22 one by one.

Here, in the peripheral portion of the balloon 20 in a top view, the tension acting on the region close to the vent hole 22 tends to be smaller than the tension acting on the region away from the vent hole 22. It is presumed that this is because tension acts on the portion of the balloon 20 that constitutes the wall surface of the ventilation hole 22. If the tension acting on the balloon 20 is locally reduced, wrinkles are likely to be formed on the portion where the tension acting is small.

On the other hand, in the present embodiment, the peripheral edge of the balloon 20 in a top view is shaped so that the radius of curvature of the region near the vent hole 22 is smaller than the radius of curvature of the region away from the vent hole 22. For this reason, in the peripheral portion of the balloon 20 in a top view, the difference between the tension acting on the region close to the ventilation hole 22 and the tension acting on the region distant from the ventilation hole 22 can be reduced. Therefore, according to the present embodiment, it is possible to prevent the balloon 20 from wrinkling and to maintain the aesthetic appearance of the balloon 20.

Further, in the present embodiment, the internal space of the connecting member 25 accommodates the mounted device including at least the controller 41 that controls the rotor unit 30 and the battery 42 that supplies electric power to the rotor unit 30.

The internal space of the connecting member 25 communicates with the external space of the balloon 20. Therefore, maintenance work such as replacement of the battery 42 arranged in the internal space of the connecting member 25 can be performed without discharging the buoyant gas such as helium gas from the balloon 20.

Further, in the present embodiment, the mounted device is arranged at the lower end of the internal space of the connecting member 25.

Therefore, the position of the center of gravity of the flying object 10 can be lowered, and as a result, the flight state of the flying object 10 can be stabilized.

Further, in the present embodiment, the connecting member 25 is transparent, and the light emitting body 46 is housed in the internal space of the connecting member 25.

In the present embodiment, the light emitted by the light emitting body 46 is transmitted through the transparent connecting member 25 and is emitted to the outside of the connecting member 25. For this reason, if the skin of the balloon 20 is made translucent, for example, the light emitted by the light-emitting body 46 hits the inner surface of the balloon 20, so that the color of the entire balloon 20 can be changed to the color of the light emitted by the light-emitting body 46. it can. Therefore, according to the present embodiment, it is possible to easily obtain an effect such as changing the color of the balloon 20 during flight.

In the present embodiment, the gas filled in the gas space 21 is a gas such as helium gas for generating buoyancy. However, when the rotor unit 30 can fly only by buoyancy, buoyancy such as air is generated. It may be gas that is not used. In this case, since the buoyancy of the balloon 20 is lost, the load on the rotor unit 30 of the flying object 10 is increased, but it is easy to control the rising and falling speeds of the flying object 10. In addition, the cost of gas can be suppressed.

[Modification of Embodiment 1]
[Modification 1]
In the aircraft 10 according to the above-described embodiment, in each of the plurality of flaps 34, the rotation axis 37 of the flap 34 is the central axis P of the aircraft 10 and the central axis Q of the ventilation hole 22 in which the flap 34 is arranged. It is assumed that they are arranged in a posture along a straight line PQ connecting the lines. However, without being limited to this, as shown in FIGS. 12 and 13, in each of the plurality of flaps 134a to 134b, the rotation axes of the flaps 134a to 134b are virtual with the central axis P of the aircraft 10A as the center. Any flying body may be used as long as it is arranged in such a manner that it intersects with a circle (pitch circle PC) in the circumferential direction.

FIG. 12 is a diagram for explaining a state of the flight vehicle according to the first modification of the first embodiment when flight control relating to a straight forward motion in the horizontal direction is performed. FIG. 13 is a diagram for explaining a state of the flying body according to the first modification of the first embodiment when flight control is performed for a rotating operation of rotating leftward in the horizontal direction along the horizontal direction. Is.

12 to 13, the rotor unit 30 of the aircraft 10A is omitted. Further, the flap 134a and the actuator 136a are arranged in the vent hole 22 on the front side and the right side of the aircraft 10A. The flap 134b and the actuator 136b are arranged in the vent hole 22 on the front side and the left side of the aircraft 10A. The flap 134c and the actuator 136c are arranged in the vent hole 22 on the rear side and the left side of the aircraft 10A. The flap 134d and the actuator 136d are arranged in the vent hole 22 on the rear side and the right side of the aircraft 10A.

Specifically, as shown in FIG. 12, the flaps 134a and 134c are arranged along the front-rear direction, and the flaps 134b and 134d are arranged along the left-right direction. Each of the actuators 136a to 136d is arranged at an end of the corresponding flap 134a to 134b near the central axis P of the aircraft 10A.

The components of the aircraft 10 other than the plurality of flaps 134a to 134d are the same as those of the aircraft 10.

(Straight line operation)
Flight control in the case where the flying body 10A linearly moves forward in the horizontal direction will be described.

When the receiver 41a receives the instruction signal indicating the linear movement toward the front in the horizontal direction, the second controller 41c is arranged along the front-rear direction of the aircraft 10A, as shown in FIG. , 134c actuators 136a, 136c are not rotated, and the flaps 134a, 134c remain in the reference posture. Further, in this case, the second controller 41c rotates the flap 134b rightward by rotating the actuator 136b of the flap 134b rightward among the flaps 134b and 134d arranged along the left-right direction of the aircraft 10A. The second controller 41c rotates the flap 134d counterclockwise by rotating the actuator 136d of the flap 134d counterclockwise from the flaps 134b and 134d.

As a result, in the flaps 134b and 134d, the downstream side portions are tilted in a posture in which they are directed rearward with respect to the traveling direction of the aircraft 10A. Specifically, among the flaps 134a to 134b, the flaps 134b and 134d arranged side by side with the central axis of the aircraft 10A sandwiching the central axis of the air vehicle 10A respectively have a downstream side on the rear side with respect to the rotating shafts 137b and 137d that are the upstream side. Lean to a position that is located at. Therefore, forward thrusts F62 and F64 on the side opposite to the side where the flaps 134b and 134d are inclined are applied to the ventilation holes 22B and 22D, respectively.

Since the flaps 134a and 134c remain in the standard posture, the thrust force in the horizontal direction does not act on the flaps 134a and 134c. That is, since only forward thrusts F62 and F64 act on the flight vehicle 10A, a forward resultant force F60 acts on the flight vehicle 10A.

In addition, when the flying body 10A linearly moves rearward in the horizontal direction, the rotational directions of the actuators 136a to 136d of the flaps 134a to 134d when the linearly moving frontward in the horizontal direction may be controlled in reverse, and thus the description thereof will be omitted. ..

Further, when the flying object 10A linearly moves to the right in the horizontal direction, the flaps arranged in the lateral direction may be reversed as compared with the case where the flying object 10A linearly moves to the front side in the horizontal direction. That is, the control for the flaps 134a and the flaps 134b arranged in the left-right direction is reversed, and the control for the flaps 134c and 134d arranged in the left-right direction is reversed. Specifically, when the flying body 10A linearly moves to the right in the horizontal direction, the control (reference posture) to the flap 134a when linearly moving to the front side in the horizontal direction is applied to the control to the flap 134b, and to the front in the horizontal direction. The control (clockwise rotation) to the flap 134b in the case of linear movement is applied to the control to the flap 134a. Similarly, the control (reference posture) to the flap 134c when linearly moving forward in the horizontal direction is applied to the control to the flap 134d, and the control to the flap 134d when linearly moving forward in the horizontal direction (counterclockwise rotation) ) Is applied to control the flap 134c. As a result, the flying vehicle 10A can make a linear movement to the right in the horizontal direction. Similarly, when the flying body 10A linearly moves to the left in the horizontal direction, the flaps arranged in the front-rear direction may be reversed as compared with the case where the flying body 10A linearly moves to the right in the horizontal direction.

(Rotation operation)
Next, flight control when the flying object 10A rotates in the horizontal direction will be described. Here, flight control in the case where the flying body 10A rotates about the central axis P of the flying body 10A as a rotation axis will be described as a rotating operation.

Flight control when the flying body 10A rotates in the left rotation direction along the horizontal direction will be described.

When the receiver 41a receives the instruction signal indicating the rotation in the left rotation direction along the horizontal direction, the second controller 41c, as shown in FIG. 13, the actuators 136a of the flaps 134a to 134b of the aircraft 10A. Rotating ~163d counterclockwise rotates the flaps 134a-134d counterclockwise.

As a result, the flaps 134a to 134d are each tilted in a posture in which they are rearward with respect to the direction in which the downstream portion rotates. Specifically, the flap 134a is inclined such that the downstream side portion is located on the right side with respect to the rotary shaft 137a that is the upstream side portion. Therefore, a leftward thrust F71 on the side opposite to the side where the flap 134a is inclined is applied to the vent hole 22A.

Further, the flap 134b is inclined with respect to the rotary shaft 137b, which is the upstream side portion, in a posture in which the downstream side portion is located on the front side. Therefore, a backward thrust F72 on the side opposite to the side where the flap 134b is inclined is applied to the vent hole 22B.

Further, the flap 134c is inclined such that the downstream side portion is located on the left side with respect to the rotary shaft 137c that is the upstream side portion. Therefore, a rightward thrust F73 on the side opposite to the side where the flap 134c is inclined is applied to the vent hole 22C.

Further, the flap 134d is inclined such that the downstream side portion is located rearward with respect to the rotating shaft 137d which is the upstream side portion. Therefore, a forward thrust F74 on the side opposite to the side where the flap 134d is inclined is applied to the vent hole 22D.

Since the total sum of the thrusts F71 to F74 is 0, the flight vehicle 10A does not move linearly.

On the other hand, since the thrusts F71 to F74 are all in the left rotation direction with the central axis P of the flying body 10A as the axis of rotation, the flying body 10A has a left rotation moment M70 about the central axis P. work.

When the aircraft 10A rotates in the right rotation direction along the horizontal direction, the rotation directions of the actuators 136a to 136d of the flaps 134a to 134d when rotating around the left rotation direction along the horizontal direction are controlled in reverse. By doing so, the flying object 10A can be rotated in the right rotation direction.

[Modification 2]
In the above-described embodiment, the plurality of flaps 34 rotate with the upstream side portion (upper long side) on the upstream (rotor unit 30) side as the rotation shaft 37, but the invention is not limited to this. As shown in FIG. 14, the plurality of flaps 334 may be configured to rotate as a downstream side (lower long side) rotary shaft 337 on the downstream side (opposite to the rotor unit 30), for example.

FIG. 14 is a schematic diagram showing an example of a cross section of the air holes of the aircraft according to the second modification of the first embodiment as seen from the central axis of the aircraft.

As shown in FIG. 14B, when the flap 334 is in the reference posture, the airflow generated by the rotor unit 30 flows inside the ventilation hole 22 from top to bottom. Therefore, the thrust force Fv in the vertical direction acts on the flying body, but the thrust force in the horizontal direction does not act.

As shown in FIG. 14A, when the flap 334 is rotated to the right and tilted to the right in the drawing by a predetermined angle θ around the rotation shaft 337, the airflow generated by the rotor unit 30 tilts the flap 334. Flow along the direction. That is, the flow direction of the airflow is changed by the flap 334, and the airflow is inclined and flows in the leftward direction opposite to the rightward direction in which the flap 334 is inclined. As a result, the thrust Fv in the vertical direction acts on the air vehicle, and the thrust Fh in the horizontal direction on the same side as the right side on which the flap 334 is inclined acts on the aircraft.

Similarly, as shown in (c) of FIG. 14, when the flap 334 is rotated counterclockwise and tilted to the left side in the drawing by a predetermined angle θ about the rotation shaft 337, the airflow generated by the rotor unit 30 is 334 flows along the inclined direction. That is, the flow direction of the airflow is changed by the flap 334, and the airflow is inclined and flows in the right direction opposite to the left direction in which the flap 334 is inclined. As a result, the thrust Fv in the vertical direction acts on the flying body, and the thrust Fh in the horizontal direction on the same side as the left side on which the flap 334 is inclined acts on the flying body.

In this way, the rotation direction of the flap 334 and the direction of the thrust force acting in the horizontal direction of the aircraft have an opposite relationship to the flap 34 of the first embodiment. Therefore, when applying the operation of the aircraft in the horizontal direction described in the first embodiment to the flap 334, the flap 334 is rotated clockwise when the flap 34 is rotated left and the flap 34 is rotated when the flap 34 is rotated clockwise. In the operation of rotating the flap 334 counterclockwise and keeping the flap 34 in the reference posture, the flap 334 may be read so as to be controlled in the reference posture.

[Modification 3]
In the above-described embodiment, the rotary shaft 37 of the flap 34 is arranged so as to be inclined in the horizontal direction so that the end portion on the outer side of the flying body 10 is arranged at a position higher than the end portion on the inner side of the flying body 10. However, it is not limited to this. For example, the flaps may be arranged so that the rotation axis is parallel to the horizontal direction. Further, in this case, the shape of the flap is such that the short side on the outside of the aircraft is shorter than the short side on the inside of the aircraft, and the long side on the lower side of the flap is the lower end of the vent hole 22 of the aircraft 10. It may be a shape that matches the shape. That is, the lower long side of the flap has a linear shape that is inclined in the horizontal direction such that the outer end of the flying body 10 is located higher than the inner end of the flying body 10. It may be provided, or may be an arcuate shape that matches the shape of the vent hole 22.

[Modification 4]
In the above-described embodiment, in the flight control in each horizontal direction, the thrust in each horizontal direction is obtained by adjusting the inclination of the flap 34, but the movement can be performed while maintaining the horizontal height. Not exclusively. That is, the flight control in each horizontal direction may be a flight control that moves in each horizontal direction while ascending or descending.

[Modification 5]
In the above-described embodiment, in the case of linear movement in the horizontal direction, the attitude of the flying object 10 is tilted and then the tilt of the flap 34 is controlled, but the invention is not limited to this. For example, the air vehicle 10 may linearly operate in the horizontal direction by inclining the plurality of flaps 34 without changing the rotational speeds of the rotor units 30 arranged in the traveling direction. As a result, it is possible to make a linear motion in the horizontal direction while maintaining the attitude of the flying object 10 horizontal.

As described above, the aircraft 10 has a plurality of methods for controlling the rotation speed of the plurality of rotor units 30 and a plurality of methods for controlling the inclination of the plurality of flaps 34 in the linear motion and the rotary motion. Therefore, by combining the method of controlling the rotational speeds of the plurality of rotor units 30 and the method of controlling the inclination of the plurality of flaps 34, for example, the following first to third controls can be performed.

The first control is control in which the rotational speeds of the plurality of rotor units 30 are all set to the same rotational speed and the inclinations of the plurality of flaps 34 are controlled in the linear operation and the rotational operation. That is, in the first control, the linear movement and the rotation movement are performed only by controlling the inclinations of the plurality of flaps 34.

As the second control, in the case of a linear operation, control for increasing the number of rotations of the rotor unit 30 on the rear side of the rotor unit 30 on the front side in the traveling direction and control of the inclination of the plurality of flaps 34 are performed to perform the rotation operation. In, the control is performed to control the inclination of the plurality of flaps 34. In the second control, the rotational speeds of the plurality of rotor units 30 may be different from each other in the rotating operation.

As the third control, in the case of a linear operation, only the control of increasing the rotational speed of the rotor unit 30 to the rear side of the traveling direction is performed, and the inclination control of the plurality of flaps 34 is performed during the rotational operation. It is a control that does only. In the third control, the inclinations of the plurality of flaps 34 are not controlled in the case of linear movement. In the case of the rotation operation, the rotation speeds of the plurality of rotor units 30 may be different from each other, or all of them may be controlled to have the same rotation speed.

[Modification 6]
In the aircraft 10 according to the above-described embodiment, the flap 34 is arranged at the lower end of the ventilation hole 22, but it may be arranged at the upper end of the ventilation hole 22. In this case, for example, the buoyancy obtained by the gas with which the balloon 20 is filled is larger than the gravity acting on the weight of the flying vehicle 10 (that is, the weight of the configuration of the flying vehicle 10 excluding the gas). The rotor unit 30 controls the attitude of the flying object 10 by generating an airflow upward by rotating in the reverse direction. As described above, in the case of an aircraft having a configuration in which the rotor unit 30 generates an airflow upward, the flap 34 is arranged at the upper end portion of the vent hole 22 which is a position on the downstream side of the rotor unit 30, and the flap 34 is provided. The flight control in each of the horizontal directions is performed by adjusting the inclination of.

Even if the buoyancy obtained by the gas with which the balloon 20 is filled is not larger than the gravity acting on the weight of the flying body 10, for example, some of the plurality of rotor units 30 rotate in the forward direction, and some of the other rotate. It is also conceivable that the control is performed so that the reverse rotation occurs. In this case, the flaps 34 may be arranged at both the lower end and the upper end of the ventilation hole.

[Modification 7]
Although the rotary shaft 37 is fixed to the flap 34 in the above embodiment, the present invention is not limited to this. For example, the flap 34 may be provided in the ventilation hole 22 such that the rotation shaft 37 as the first rotation shaft is rotatable about the second rotation shaft having the central axis Q of the ventilation hole 22 as the rotation axis. As a result, the flap 34 can also be rotated by the second rotation shaft. Therefore, by changing the directions of the plurality of flaps 34 around the second rotation axis according to the direction in which the aircraft 10 is to be horizontally operated, the attitude of the aircraft 10 is maintained (that is, the aircraft 10 is turned). You can move it in the direction you want it to move horizontally.

When the straightening vane 35 is arranged, the straightening vane 35 may rotate together with the flap 34 on the second rotation shaft.

[Modification 8]
In the aircraft 10 according to the above-described embodiment, the first controller 41b and the second controller 41c respectively control the rotation speed of the rotor unit 30 and the flap according to the instruction signal received by the receiver 41a. Although the control for adjusting the inclination of 34 is performed, the present invention is not limited to this. For example, if the air vehicle 10 has a position information acquisition device such as a GPS receiver and the destination of the air vehicle 10 can be acquired, the first controller 41b and the second controller 41c can acquire the acquired destination. Each control may be performed according to the flight path up to. The flight route may be included in the information indicating the destination. Further, the controller 41 may determine the flight route based on the destination and the current position.

[Modification 9]
In the aircraft 10 according to the above-described embodiment, the linear motion and the rotational motion (rotation) have been described as the flight control in the horizontal direction. It may be applied to flight control for changing the directional attitude, or may be applied to flight control for turning to move along a curved flight path.

<<Embodiment 2>>
The aircraft 10B of the second embodiment will be described. Aircraft 10B of the present embodiment has a configuration in which the arrangement of rotor unit 30 is changed from that of aircraft 10 of the first embodiment.

FIG. 15 is a cross-sectional view of the aircraft of the second embodiment corresponding to FIG.

As shown in FIG. 15, each rotor unit 30 provided in the aircraft 10B of the present embodiment is arranged below the central plane M of the balloon 20 in the vertical direction. That is, the entire rotor unit 30 is located below the central surface M of the balloon 20. As described above, in each of the ventilation holes 22 of the flying object 10B, the rotor unit 30 may be arranged in a region from the central surface M of the balloon 20 to the lower end of the ventilation hole 22.

Therefore, the center of gravity of the flight vehicle 10B can be located at a lower position, the flight vehicle 10B can be prevented from overturning or upside down, and the attitude of the flight vehicle 10B can be effectively stabilized. ..

<<Embodiment 3>>
The aircraft 10C of the third embodiment will be described. The aircraft 10C of the present embodiment has a configuration in which the balloon 20A obtained by changing the configuration of the balloon 20 is adopted in the aircraft 10 of the first embodiment.

FIG. 16 is a cross-sectional view of the aircraft of the third embodiment corresponding to FIG.

As shown in FIG. 16, in the balloon 20A of the present embodiment, a concave groove portion 27 for installing the rotor unit 30 is formed in the portion where the vent hole 22 is formed. The recessed groove portion 27 is a recessed groove-shaped portion formed in a portion of the balloon 20A where the vent hole 22 is formed. One recessed groove portion 27 is formed in each ventilation hole 22. Further, the recessed groove portion 27 is arranged over the entire circumference of the portion corresponding to the mounting position of the rotor unit 30 (the central portion in the height direction of the ventilation hole 22 in the present embodiment).

The outer peripheral portion of the frame 31 of the rotor unit 30 is fitted into the groove 27 of the balloon 20A. Therefore, the rotor unit 30 can be easily positioned when the rotor unit 30 is attached to the balloon 20A. That is, the groove 27 constitutes a guide when the rotor unit 30 is attached to the balloon 20A. In addition, the recessed groove portion 27 can eliminate a step between the ventilation hole 22 and the frame 31 of the rotor unit 30 with a recess amount equivalent to the thickness of the frame 31, so that the air flow in the ventilation hole 22 is smooth. Can be

<<Embodiment 4>>
The flight object of the fourth embodiment will be described. The aircraft of the present embodiment has a configuration in which the balloon 20B in which the shape of the vent hole 22 of the balloon 20 is changed is adopted in the aircraft 10 of the first embodiment.

FIG. 17 is a cross-sectional view corresponding to FIG. 6 of the balloon included in the flying object of the fourth embodiment.

As shown in FIG. 17, in the balloon 20B of the present embodiment, the central portion in the vertical direction of each vent hole 22 constitutes a central tubular portion 22a having a constant diameter over a predetermined length. The central tubular portion 22a has a length J and a diameter φd. The cross-sectional area of the vent hole 22 of the present embodiment gradually increases from the upper end of the central tubular portion 22a toward the upper end portion of the vent hole 22, and the cross-sectional area gradually increases from the lower end of the central tubular portion 22a toward the lower end portion of the vent hole 22. Is expanding. In the flying object of the present embodiment, the rotor unit 30 is arranged at the central portion in the vertical direction of each central tubular portion 22a of the balloon 20B.

<<Fifth Embodiment>>
The flight object of the fifth embodiment will be described. The aircraft of the present embodiment has a configuration in which a balloon 20C obtained by changing the configuration of the balloon 20 is adopted in the aircraft 10 of the first embodiment.

FIG. 18 is a plan view of a balloon included in the flying object of the fifth embodiment.

As shown in FIG. 18, in the balloon 20C of the present embodiment, the partition wall 26 that divides the gas space 21 into a plurality of regions is further provided in the balloon 20 of the first embodiment. The partition wall 26 of the present embodiment is arranged so as to traverse the gas space 21 in the vertical direction, and divides the gas space 21 into four regions 21a, 21b, 21c, 21d.

The regions 21a to 21d of the gas space 21 partitioned by the partition wall 26 are not in communication with each other and form independent spaces. Therefore, even if the balloon 20C is broken and gas leaks from one region 21a, the gas is retained in the remaining regions 21b to 21d. Therefore, even if the balloon 20C is torn, buoyancy can be obtained by the gas remaining in the balloon 20C, so that it is possible to prevent a sudden drop of the flying body.

The number of regions 21a to 21d shown in FIG. 18 is merely an example. The shape of the partition wall 26 shown in FIG. 18 is also merely an example. For example, the partition wall 26 may be formed in a planar shape that partitions the gas space 21 into upper and lower parts, or may be formed in a curved surface shape that surrounds the periphery of the cylindrical connecting member 25 and divides the gas space 21 in the circumferential direction. May be. Further, the partition wall 26 may form a small balloon housed in the gas space 21. Further, the gases in the regions 21a to 21d may be different gases. For example, the gas in the regions 21a and 21c may be helium, and the gas in the regions 21b and 21d may be air. As a result, the amount of expensive helium used can be reduced.

<<Sixth Embodiment>>
An aircraft 10D of the sixth embodiment will be described. The flying body 10D of the present embodiment employs a balloon 20D having a configuration different from that of the balloon 20 of the first embodiment in that it further includes a fixing member 50 as compared with the flying body 10 of the first embodiment. The difference is mainly that. Hereinafter, a configuration different from that of the aircraft 10 of the first embodiment will be described.

FIG. 19 is a plan view of the flying object of the sixth embodiment. FIG. 20 is a cross-sectional view of the aircraft of the sixth embodiment corresponding to FIG.

As shown in FIGS. 19 and 20, the flying object 10D according to the present embodiment includes a fixing member 50.

The fixing member 50 is a member that fixes the plurality of rotor units 30A at a predetermined position in a top view and in a posture in which the rotation axes of the plurality of rotor units 30A are substantially parallel to the vertical direction. Specifically, the fixing member 50 has a main body portion 51, four arm portions 52, and two supporting members 54.

The main body 51 is a bottomed cylindrical member that is provided in the space inside the connecting member 25 and has a bottom formed on the top. That is, the main body 51 has a space inside.

The four arm portions 52 are fixed to the side surface of the main body portion 51 and are tubular members extending from the side surface of the main body portion 51 in four different directions. Here, the four different directions are the same as the directions from the space inside the connecting member 25 toward the plurality of ventilation holes 22.

Each of the four arm portions 52 has a tip portion 52a for fixing the four rotor units 30A in a posture in which the rotation axes of the four rotor units 30A are substantially parallel to the vertical direction. Specifically, the lower portion of the motor 33 of the rotor unit 30A is fixed to the tip portion 52a.

The two support members 54 are fixed to the lower portion of the main body 51, extend downward so as to hang down below the main body 51, and have the lower ends of the two support members 54 support the mounted device. It supports the member 40. The two support members 54 support the disc member 40 at a position where the camera 44 fixed to the disc member 40 fits in the space inside the coupling member 25.

The main body 51 is provided with a through hole communicating with the inner space at the portion where the four arm parts 52 are fixed, and the inner space of the main body 51 and the four arms are provided. The space inside the portion 52 communicates with each other. Electrical wiring (not shown) for supplying electric power from the battery 42 to the plurality of rotor units 30A is housed in the space inside the four arm portions 52. That is, the four arm portions 52 also function as piping for housing the electric wiring.

Further, the disc member 40 supports an accommodating portion 55 that accommodates a weight in addition to the mounted device. That is, the flying vehicle 10D includes the accommodation portion 55. The accommodating portion 55 has a box shape and has a space capable of accommodating a metal weight (for example, lead, copper, alloy, etc.). The weight is not limited to metal, and may be non-metal weight (sand etc.). The weight is such that the total weight of the aircraft 10D can be adjusted by a predetermined weight unit (for example, 1 to 10 g).

Since the balloon 20D is made of a stretchable material, it is difficult to set the amount of gas filled in the gas space 21A (that is, the volume of the gas space 21A). Therefore, it is difficult to accurately estimate the magnitude of the buoyancy obtained by the gas until the gas space 21A of the balloon 20D is filled with the gas.

Therefore, by providing the accommodation portion 55, after the gas is filled in the gas space 21A of the balloon 20D, a weight is added to the accommodation portion 55 or a weight is removed from the accommodation portion 55, whereby the total weight of the aircraft 10D is increased. Can be adjusted. Thereby, as described in the first embodiment, the total weight of the flying object 10D is adjusted so that the magnitude of the buoyancy obtained by the gas filled in the balloon 20D is slightly smaller than the total weight of the flying object 10D. Easy to do. The balloon 20D is in a state in which the weight of the flying object 10D is not accommodated in the accommodating portion 55 even if the buoyancy obtained by the filled gas varies in the volume of the gas space 21A of the balloon 20D. It is set to always be larger than the total weight of.

Although not particularly described in the first to fifth embodiments, the accommodating portion 55 may be provided also in the aircraft 10, 10A to 10C in the first to fifth embodiments.

Further, each of the four arm portions 52 is provided with a plurality of voltage adjusting portions 53. Each of the plurality of voltage adjusting units 53 is an amplifier that adjusts the voltage of electric power for driving the motor 33 included in the rotor unit 30A arranged in the corresponding arm unit 52. The plurality of voltage adjustment units 53 are arranged in the plurality of ventilation holes 22, respectively.

The balloon 20D has a plurality of communication portions 28 that communicate with the plurality of ventilation holes 22. Specifically, the plurality of communication portions 28 communicate with each of the plurality of ventilation holes 22 and the space inside the connecting member 25 arranged in the center of the balloon 20D in the top view. Inside the plurality of communication portions 28, the plurality of arm portions 52 of the fixing member 50 are arranged. That is, the plurality of communication portions 28 are spaces in which the plurality of arm portions 52 are arranged. The fixing member 50 may be configured to be supported by the balloon 20D by the plurality of arm portions 52 receiving pressure from the gas space 21A in the plurality of communicating portions 28, or the main body portion 51 of the connecting member 25. It may be fixed at a predetermined position.

In addition, the balloon 20D has a window 29 at the lower end of the connecting member 25. The window 29 is made of a transparent resin such as acrylic so that the camera 44 can take an image below the balloon 20D. The window 29 may be a simple opening.

Each of the plurality of ventilation holes 22 of the balloon 20D is provided with a cylindrical member 61 that is provided to prevent the gas flow path inside the ventilation hole 22 from narrowing and that supports the inner surface of the ventilation hole 22. .. The tubular member 61 is composed of, for example, a wire woven into a net shape. The tubular member 61 does not have to be made of metal such as wire or may be made of resin, as long as it can support the inner surface outward without hindering the gas flow in the ventilation hole 22. The plate may be a member formed into a cylindrical shape instead of the net-like structure. The tubular member 61 is penetrated by a plurality of arm portions 52.

Further, even if an object comes into contact with the upper and lower parts of the vent hole 22, the upper end and the lower end of each of the vent holes 22 of the balloon 20D come into contact with the rotor unit 30A provided in the vent hole 22. Protective nets 62 and 63 for suppressing the above are provided respectively.

Unlike the rotor unit 30 of the first embodiment, the plurality of rotor units 30A are supported by the fixed member 50 and the tubular member 61, and thus the frame 31 may be omitted.

[Effects of Embodiment 6]
In the aircraft 10D according to the present embodiment, the fixing member 50 fixes the plurality of rotor units 30A at a predetermined position in a top view and in a posture in which the rotation axes of the plurality of rotor units 30A are substantially parallel to the vertical direction. doing. The balloon 20D has a communication portion 28 that communicates the plurality of ventilation holes 22, and the plurality of arm portions 52 of the fixing member 50 are arranged inside the plurality of communication portions 28. Therefore, the plurality of rotor units 30A are fixed by the fixing member 50 in a predetermined positional relationship with each other and in a posture in which the rotation axes are substantially parallel to the vertical direction. Even when the balloon 20D is broken, the positional relationship and posture of the plurality of rotor units 30A can be maintained in the state before the balloon 20D is broken. Therefore, even if the balloon 20D is in contact with an object and the balloon 20D is damaged, the flying body 10D can be stably flown.

Here, since the plurality of voltage adjusting units 53 are electric components that change the electric power from the battery 42 into a voltage of an appropriate magnitude for the motor 33, they are likely to generate heat. On the other hand, since the balloon 20D is made of a material weak against heat, there is a possibility that the balloon 20D may be melted by a heat-generating component.

In air vehicle 10D in the present embodiment, since each of a plurality of voltage adjusting portions 53 that easily generate heat is arranged in ventilation hole 22 through which the airflow from corresponding rotor unit 30A passes, a plurality of voltage adjustments are performed by the airflow. The part 53 can be efficiently cooled. Therefore, it is possible to reduce the possibility that the balloon 20D is melted and damaged by the heat generation of the plurality of voltage adjusting portions 53, and the gas filled in the gas space 21A flows out of the gas space 21A.

Although not particularly described in the first to fifth embodiments, the aircraft 10, 10A to 10C (that is, the aircraft 10, 10A to 10C without the fixing member 50) in the first to fifth embodiments are also described. , A plurality of voltage adjusting units are provided corresponding to the plurality of rotor units 30, respectively. For this reason, the above-mentioned problem has the same as the aircraft 10D in the present embodiment. Therefore, also in the flying bodies 10, 10A to 10C in the first to fifth embodiments, disposing the voltage adjusting unit in the ventilation hole 22 as in the flying body 10D in the present embodiment has the same effect as described above. It can be said that there is.

According to the aircraft 10D in the present embodiment, each of the plurality of ventilation holes 22 is provided with the tubular member 61 that supports the inner surface of the ventilation hole so that the ventilation hole is not narrowed. It is possible to easily maintain the shape of the ventilation hole 22 in the desired shape. Therefore, the airflow from the plurality of rotor units 30A can be made into a desired airflow, and the flying body 10D can be stably flown.

According to the aircraft 10D in the present embodiment, the upper and lower ends of the connecting member 25 are closed, and the protective nets 62 and 63 are provided at the upper and lower ends of the plurality of ventilation holes 22. That is, since the plurality of rotor units 30A, the fixing member 50, and the mounted devices are covered with the balloon 20D and the protective nets 62 and 63, even if the object collides with the object, the impact can be reduced by the balloon 20D and the protective nets 62 and 63. Therefore, it is possible to effectively prevent the plurality of rotor units 30A, the fixing member 50, and the mounted devices from being damaged and the objects from being damaged.

<<Other Embodiments>>
As described above, the above embodiments have been described as examples of the technology disclosed in the present application. However, the technique in the present disclosure is not limited to this, and is also applicable to the embodiment in which changes, replacements, additions, omissions, etc. are appropriately made.

Therefore, other embodiments will be exemplified below.

In the above-described first to sixth embodiments, the aircraft 10, 10A to 10D are configured to include the cushioning body configured of the hollow balloons 20 and 20A to 20D, but the configuration is not limited to this. For example, the buffer may be made of a solid material such as sponge or rubber. That is, the buffer body may be made of any material as long as it is made of a material capable of absorbing a shock when it collides with an object.

In the first to sixth embodiments described above, the four air holes 22 are provided in the balloons 20 and 20A to 20D of the aircraft 10, 10A to 10D, and one rotor is provided in each of the four air holes 22. Although the configuration is provided with the units 30 and 30A, the configuration is not limited to this. For example, as shown in FIG. 21, a flying body 10E including a balloon 20E having one vent hole 22E and a fixing member 50 having four rotor units 30A provided inside the one vent hole 22E. May be Note that FIG. 21 is a plan view of an aircraft according to another embodiment.

Further, although not shown, a balloon provided with two ventilation holes and an air vehicle provided with two rotor units in each of the two ventilation holes may be used. In other words, it may be an air vehicle in which a plurality of rotor units are provided in one vent hole.

In the above-described first to sixth embodiments and other embodiments shown in FIG. 21, the aircraft 10, 10A to 10D have a configuration including one balloon 20, 20A to 20E, but the configuration is not limited to this. For example, as shown in FIG. 22, the flying body 10F may be a balloon 20F having a plurality of (four) sub-balloons 20Fa (that is, sub-buffers) that are separate bodies. Note that FIG. 22 is a plan view of an aircraft according to another embodiment. Each of the plurality of sub balloons 20Fa has a vent hole 22 in which one rotor unit 30A is arranged. The rotor units 30A arranged in the ventilation holes 22 of the plurality of sub balloons 20Fa are fixed to each other by the fixing member 50.

In the first to sixth embodiments described above, the balloons 20 and 20A to 20D of the aircraft 10, 10A to 10D may be configured as shown in FIG. FIG. 23 is a diagram showing a configuration of a balloon sheet. Specifically, (a) of FIG. 23 is a plan view of the balloons 20 and 20A to 20D, and (b) of FIG. 23 is a front view of the balloons 20 and 20A to 20D when viewed from the side. is there.

As shown in (b) of FIG. 23, the balloons 20 and 20A to 20D have a top sheet 210, a bottom sheet 240, and a side sheet 230.

The upper surface sheet 210 is a sheet that constitutes the upper surfaces of the balloons 20 and 20A to 20D. The lower surface sheet 240 is a sheet that constitutes the lower surfaces of the balloons 20 and 20A to 20D. As shown in FIG. 23A, the top sheet 210 is a sheet having a substantially circular outer diameter, which is formed by adhering the radial portions of a plurality of substantially fan-shaped sub-sheets 211 to 222 to each other. .. The upper surface sheet 210 is a substantially circular sheet in which the reference curve portion 23 and the small curvature radius portion 24 described in the first embodiment are combined. A circular sub-sheet 223 is arranged at the center of the top sheet 210, and is bonded to the apex portions of the plurality of sub-sheets 211 to 222. The top sheet 210 preferably has a total apex angle of the plurality of sub-sheets 211 to 222 smaller than 360°, and thus has a substantially conical shape.

Although not shown in detail, the lower surface sheet 240 has the same configuration as the upper surface sheet 210, and thus the description thereof is omitted.

It should be noted that each of the upper sheet 210 and the lower sheet 240 is formed with openings for forming the four ventilation holes 22, and the ventilation holes 22 are formed by connecting the openings of the upper sheet 210 and the lower sheet 240 to each other. Are formed.

The side surface sheet 230 is a sheet that constitutes the side surface of the balloon 20, 20A to 20D. The side surface sheet 230 is configured by a rectangular sheet, and the rectangular sheet is configured by bonding the short side portions of the plurality of sub sheets 231 to 234 to each other. The side sheet may be composed of one rectangular sheet.

Then, one of two facing long side portions of the side surface sheet 230 is bonded to the outer peripheral portion of the upper surface sheet 210, and the other is bonded to the outer peripheral portion of the lower surface sheet 240.

As described above, by configuring the balloons 20, 20A to 20D with the top sheet 210, the bottom sheet 240, and the side sheet 230, the side portions of the balloons 20 and 20A to 20D are in a relatively wide range with no adhesive portion. be able to. That is, since the wide range of the side surface portion is configured by the sub-sheets 231 to 234, it is possible to print, for example, an advertisement or the like in a state in which a step or color shift due to adhesion hardly occurs. Accordingly, the advertisement can be displayed on the side surfaces of the balloons 20 and 20A to 20D while maintaining the aesthetic appearance.

In the first to fifth embodiments described above, the upper end of the connecting member 25 of the aircraft 10, 10A to 10C is closed, but the upper end may be open to the outside. As a result, the upper and lower ends of the space inside the connecting member 25 are open to the outside, so that the gas in the space inside the connecting member 25 can flow easily. Therefore, the mounted device arranged in the space inside the connecting member 25 can be efficiently cooled. In this case, if the disk member 40 is provided with a plurality of through holes or notches to facilitate the flow of gas, the gas in the space inside the connecting member 25 can flow more easily. The onboard equipment can be cooled.

In the first to sixth embodiments described above and the other embodiments shown in FIGS. 21 and 22, the four rotor units 30 are provided in the aircraft 10, 10A to 10F, but the aircraft 10 and 10A. The number of rotor units 30 provided in 10F to 10F may be two or more, and is not limited to four. However, in consideration of flight stability of the air vehicle 10, it is desirable to provide three or more rotor units 30 in the air vehicle 10.

As described above, the balloons 20 of the aircraft 10 are formed with the same number of vent holes 22 as the rotor units 30. Therefore, in the air vehicle 10 including the N (N is an integer of 2 or more) rotor units 30, the N vent holes 22 are formed in the balloon 20. At this time, the shape of the balloon 20 is preferably a shape having rotational symmetry (360°/N) with a straight line extending in the vertical direction as the axis of symmetry. That is, in this case, the balloon 20 has the same shape as before the rotation every time the balloon 20 rotates about the symmetry axis by (360°/N). For example, when the aircraft 10 includes three rotor units 30, the balloon 20 of the aircraft 10 preferably has a shape having 120° rotational symmetry. Further, when the flying body 10 includes six rotor units 30, the balloon 20 of the flying body 10 preferably has a shape having 60° rotational symmetry.

The aircraft 10, 10A to 10F of the above-described first to sixth embodiments and other embodiments shown in FIGS. 21 and 22 are configured such that the rotor unit 30 can be attached to and detached from the balloon 20. May be. If the rotor unit 30 can be attached to and detached from the balloon, the rotor unit 30 can be detached from the balloon 20 and the balloon 20 can be folded small when the aircraft 10 is transported. As a result, the package shape of the flying vehicle 10 being transported can be reduced.

In the first to sixth embodiments described above and other embodiments shown in FIGS. 21 and 22, the balloons 20, 20A to 20D and 20F have the same number as the rotor units 30 and 30A (4 in the first to sixth embodiments). One ventilation unit 22 is formed, and one rotor unit 30, 30A is arranged in each ventilation unit 22. However, the balloon 20 may have more vent holes 22 than the rotor unit 30. In this case, there is the vent hole 22 in which the rotor unit 30 is not provided. By providing the balloon 20 with the vent hole 22 in which the rotor unit 30 is not arranged, it is possible to reduce the air resistance acting on the flying body 10 when the flying body 10 is raised and lowered.

In the first to fifth embodiments described above, the vent hole 22 of the balloon 20 may be provided with a protective net that traverses the vent hole 22. In this case, protective nets are arranged above and below the rotor unit 30 in each vent hole 22. The protective net is provided in the vent hole 22 in order to prevent foreign matter that has entered the vent hole 22 from coming into contact with the propeller 32 of the rotor unit 30.

In addition, in a flying body provided with a protective net, the vent hole provided in the flying body has such a height that the protective net does not come into contact with the rotor unit even if the balloon and the protective net are deformed due to contact of an object. It may be configured. As a result, even when the object contacts the protective net, it is possible to reduce the contact of the object with the rotor unit.

In the flying bodies 10, 10A to 10F of the above-described first to sixth embodiments and other embodiments shown in FIGS. 21 and 22, the camera 44, the projector 43, and the light emitting body 46 are arbitrary constituent devices. Yes, you can omit it. This is because these components are irrelevant to the function of the flying vehicle 10 itself.

Speakers may be installed together with the controller 41 and the like in the air vehicles 10, 10A to 10F of the above-described first to sixth embodiments and the other embodiments shown in FIGS. 21 and 22. When the flying object 10 is provided with a speaker, it is possible to emit a sound from the speaker and also to obtain a kind of effect by vibrating the balloon 20 made of a sheet-shaped material with a sound wave.

As described above, the embodiments have been described as examples of the technology according to the present disclosure. To that end, the accompanying drawings and detailed description are provided.

Therefore, among the components described in the accompanying drawings and the detailed description, not only the components essential for solving the problem but also the components not essential for solving the problem in order to exemplify the above technology Can also be included. Therefore, it should not be immediately recognized that these non-essential components are essential, even if those non-essential components are described in the accompanying drawings or the detailed description.

Further, since the above-described embodiments are for exemplifying the technique of the present disclosure, various changes, replacements, additions, omissions, etc. can be made within the scope of the claims or the scope of equivalents thereof.

As described above, the present disclosure is useful for an aircraft including a plurality of rotor units and balloons.

10, 10A to 10E Aircraft 20, 20A to 20F Balloon 20Fa Sub balloon 21, 21A Gas space 21a, 21b, 21c, 21d Region 22, 22A to 22D, 22E Vent hole 22a Central tubular portion 23 Reference curve portion 24 Small curvature radius Part 25 Connection member 26 Partition wall 27 Recessed groove part 28 Communication part 29 Window part 30, 30A Rotor unit 31 Frame 32 Propeller 33 Motor 34, 34a to 34d, 134, 134a to 134d, 334 flap 35 Rectifying plate 36, 36a to 36d, 136a ˜136d Actuator 37, 37a to 37d, 137, 137a to 137d, 337 Rotation axis 40 Disc member 41 Controller 41a Receiver 41b First controller 41c Second controller 42 Battery 43 Projector 44 Camera 45 Gimbal 46 Light emitter 50 Fixing member 51 Main body portion 52 Arm portion 52a Tip portion 53 Voltage adjusting portion 54 Support member 55 Housing portion 61 Cylindrical member 62, 63 Protective net 210 Top sheet 211 to 222 Sub sheet 230 Side sheet 231-234 Sub sheet 240 Bottom sheet

Claims (12)

A flying body,
N (N is an integer of 3 or more) rotor units each having a propeller and a motor for driving the propeller,
A balloon that covers the N rotor units laterally;
N flaps that are provided on the downstream side of each of the N rotor units and that rotate on a rotating shaft that extends in a direction intersecting the flow direction of the air flow generated by the corresponding rotor unit,
The N rotor units are portions near the peripheral edge of the balloon, and on a virtual circle centered on a predetermined reference point of the flight vehicle when the flight vehicle is viewed from above, (360 °/N) are arranged at intervals ,
The balloon has a height decreasing from the central portion toward the peripheral portion,
Flying body. The aircraft according to claim 1, wherein the N is 4. The balloon is formed with N vent holes penetrating the balloon in the vertical direction,
The aircraft according to claim 1 or 2, wherein the N flaps are respectively arranged in the N vent holes together with a rotor unit to which the flaps correspond. The aircraft according to claim 1, wherein the balloon is a gas-filled balloon. The aircraft according to any one of claims 1 to 4, wherein each of the N flaps is arranged in a posture in which the rotation axis of the flap intersects the circumferential direction of the virtual circle. The aircraft according to claim 5, wherein each of the N flaps is arranged in a posture along a straight line connecting the rotation axis of the flap to the predetermined reference point and the center of a rotor unit to which the flap corresponds. .. When the flying body moves in the horizontal direction, at least one of the flaps of which the rotation axes of the N flaps intersect with the moving direction of the flying body is at least one of the flaps generated by the rotor unit to which the flap corresponds. The aircraft according to any one of claims 1 to 6, wherein the upstream-side portion on the upstream side is inclined to a posture positioned on the front side in the moving direction of the aircraft relative to the downstream-side portion on the downstream side. When the flying body rotates, each of the N flaps has a structure in which, in the airflow generated by the rotor unit to which the flap corresponds, the upstream side portion on the upstream side is more than the downstream side portion on the downstream side. The aircraft according to any one of claims 1 to 7, wherein the air vehicle leans to a posture that is positioned on the side of the rotation direction of the vehicle. The flight according to claim 8, wherein the N flaps tilt in the same direction as each other when viewed from a predetermined reference point of the flying body when the flying body rotates. body. further,
A receiver for receiving an instruction signal transmitted by a wireless operation device operated by an operator,
A first controller for controlling the number of rotations of the N rotor units according to the instruction signal received by the receiver;
The aircraft according to claim 1, further comprising a second controller that controls the inclinations of the N flaps according to the instruction signal received by the receiver. The aircraft according to claim 3 , wherein the N flaps are arranged at lower end portions of the N vent holes. The aircraft according to claim 11, wherein the lower end portions of the N vent holes have a shape in which a cross-sectional area increases as it goes downward.

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